Carburetor fuel system, including diaphragm valves



'5. P. JONES 2 Sheets-Sheet l ATTORNEYS July 14, 1953 CARBURETOR FUELSYSTEM, INCLUDING DIAPHRAGM VALVES- Filed Do. 15, 1950 July 14, 1953 s.P. JONES 2,645,466

CARBURETOR FUEL SYSTEM, INCLUDING DIAPHRAGM VALVES Filed Dec. 16, 1950 2Sheets-Sheet 2 Ll /3 3a 29 24 42 23 1 I -1 25 /6 v '39 V Manifold VacuumQ Q 8 252 75 M -71 g ATTORNEYS Patented July 14,1953

.CARBURETOR FUEL SYSTEM, INCLUDING DIAPHRAGM VALVES Sam P. Jones Dallas,Tex., assignor to J & S Carburetor 00., Dallas, Tex., a corporation ofTexas Application December 15, 1950, Serial No. 200,971.

valves having diaphragms functioning as valve.

members, and with the utilizationof such valves, as in water injectiondevices for internal combustion engines.

One object of the invention is to provide a novel valve having anannularseat adapted to be engaged by a flexible member, such as adiaphragm, and having fiow spaces interior and exterior of the annularseat.

An important object of the invention is to provide an improved valvehaving a flexible valve member, such as a diaphragm, and responsive toan increasingpressure to supply increasing quantities of a fluid to thezone of increasing pressure.

A particular object of the invention is to provide an improved valvewhich may be connected to the intake of an internal combustion engineand which is responsive to a decreasing suction in 2 Claims. (01.261-69) said intake to open and supply through suction increasingquantities of a fluid to the intake as the suction in the latterdecreases.

A further object of the invention is to provide an improved valve of thecharacter described having areas adapted to be exposed to pressures ofdifferentvalues, said areas being subject to variationto alter theperformance of the valve.

Yet another objectof the invention is to provide an improved valve ofthe character described having a flexible valve member, such as adiaphragm, and which may have a spring employed to bias the valvemember, or utilize a zone of fluid pressure to bias the member, oremploy both the zone and the spring for biasing.

One of the objects of the invention is to provide an improved waterinjection device for internal combustion engines which is simple andinexpensive to manufacture, and yet which is ex tremely efiicient andreliable in operation and requires a minimum of maintenance andservicing.

Another object of the invention is to provide an improved device ofthecharacter described having awater reservoir and means for maintainingsaid reservoir at a'substantially constant level, the device having ametering type diaphragm valve normally held closed by the partial vacuumexistent 'in an engine intake manifold, but progressively opening as themanifold pres sure approaches a maximum to permit increasing quantitiesof a water mixture to be metered into'the engine carburetor air streamto enhance theperformance of theengine, I

' installation or utilization of the valve with which 6 this inventionis concerned,'wi1l provide a more adequate understanding. of thefunction and .ad-

, vantages of the valve.

.2 Yet another object of the invention is to provide an improved deviceof the character described, having an'improved and novel arrangemeritfor the withdrawal of water from the water reservoir, and also having animproved and novel air vent arrangement.

A construction designed tocarry out the invention will be hereinafterdescribed' togetherwith other features of the invention.

The invention will be more readily understood from a reading of thespecification and by reference to the accompanying drawings, whereinexamplesof the invention are shown, and wherein:

Fig. 1 is a side elevation of a valve constructed in accordance withthis invention and connected to an engine intake stack,

Fig. 2 is a vertical, sectional view of the valve, showing the samecompletely closed,

Figs. 3, 4, and 5 are views similar to Fig. 2 and illustrating theprogressive opening of the. valve,

Fig. 6 is :a horizontal, cross-sectional view taken on the line 66 ofFig. 3,

Fig. 7 is a view similar to Fig. 2 and showing a modification of thevalve, V

Fig. 8 is a side elevation, partially broken away, of a water injectiondevice employing a valve constructed in accordance with this i'nvention,and showing the device connected to an engine intake stack,

7 Figs. 9 and 10 are horizontal, cross-sectional .July 8, 1946, nowPatent No. 2,597,335, issued May 20, 1952, which in turn, is acontinuation-in-part of my co-pending application, Serial No. 625,069,filed October 27, 1945, now abandoned.

' Proceeding first with a description of an actual It is to be notedthatin my co-pending application, Serial No. 682,019, filed July 8,1946, there is shown the utilization of the valve for fuel mixtureenriching means.

In the present application, there isshown in Figs. 7 through 11 theemployment of the valve in a water injection device V ,In theillustration of the water injection device, the numeral l9 designatesthe intake stack of an internal-combustion engine, the intake stack tureflows upwardly into the engine intake mani- V fold.

In connection with the present invention, a suitable fitting in the formofa ring it is connected between the intake stack and the intakemanifold, the ring it including a laterally extending boss I? having apassage is communicat ing through the wallof the ring it withthe-interior of the intake stack. A water mixture is supplied throughthepassage it to the air and fuel mixture stream flowing into the engine inaccordance with the purposes of this invention.

Water injection for internal combustion engines is well known andinvolves supplying water vapor or a stream of water mistor droplets tothe intake manifold of an internal combustion engine. Within the engine,some cooling is effected by the water or water vapor, and apparently,

there is a dissociation and a recombination of the molecules of thewater to enhance and improve the performance of the engine. It is knownthat additional power may be obtained from an engine by this method, andthat fuels of lower octane rating may be employed. These bursts ofpower, or apparent increases ofthe fuel octane rating, are needed onlywhen the engine is under a heavy load, and hence, it is desirable tosupply the water or water vapor only at such times. The presentinvention includes an extremely simple and efficient device forsupplying the water or water vapor only at such times when the manifoldpressure approaches a maximum value, these being the times in which theengine is under its heaviest load.

While the term water is used herein to designate the fiuid supplied tothe engine intake manifold, it is to be understood that this term isbeing used only in its generic sense. In actuality, the fiuid mixturessupplied by water injection devices may include water, alcohol,

tetraethyl lead, and various other chemical additives. Indeed, the fluidmay consist predominately of an alcohol, such as an ethyl alcohol, orvarious other organic or inorganic fluids or materials. It is notintended or desired that this invention be limited to the use of anyparticular fluid since it is adaptedto supply in metered quantities anyfluid or material to an internal combustion engine which will have abeneficial effect upon the performance of the engine when and beingfurther reduced in diameter to form a second shoulder 2| adjacent theextreme upper end of the body.

' A bowl or housing 2| is provided with an aperture 22' in its bottomand adjacent its central axis, the aperture 22 receiving the reducedupper end of the body 19, and the shoulder 20 engaging the underside ofthe bowl 2|. The body may be soldered or otherwise suitably secul'fi tothe bowl to form a liquidtight joint;

A fiat cover plate 23 is received upon the open upper end of the bowl 2!and is secured thereto by machine screws 25 extending through the edgesof the cover plate into a marginal flange 25 turned outwardly upon theupper extremity of the bowl. The central portion of the cover plate '23is dished downwardly to form a sump or chamber 26, the extreme upper endof the body is extending into the bottom of the chamber 26 through anopening 2'? cut in the dished portion of the cover plate. The portion ofthe cover plate immediately adjacentthe opening Z'l engages the seat 2!so that the bowl and cover plate cooperate to form an annular chamber orwater reservoir 28 surrounding the reduced upper portion of the body l9.A hollow circular float 29 is disposed within the reservoir 28 and ishinged upon a pin 36 extending transversely of said reservoir. of avalve 3! so that fluid may flow into the reservoir from a suitablestorage tank 32 and a hose 33 connecting said tank and the valve 3|.This arrangement is conventional and serves merely to maintain withinthe reservoir 28 a body of water or other fluid for enhancing theperformance of an internal combustion engine, said fluid beingmaintained by means of the float and the valve at a substantiallyconstant level L.

Anannular groove 34 is cut in the reduced upper portion of the body l9immediately above the shoulder 20 so as to be disposed within the lowerportion of the water reservoir 28. A bore 35 extends longitudinally ofthe body 19 intersecting the groove 34 and extending to the upper end ofthe body into the chamber 2%. The lower portion of the bore is enlargedand receives a screw-threaded metering valve 36 having its head 37recessed or countersunk in the lower end of the body 19 and beingadjustable within the bore 35 to vary the passage or flow space betweenthe groove 34 and said bore 35. groove 38 is cut in the upper portion ofthe body is immediately below the shoulder 2i and above the normalliquidlevel L. A small air vent'tll extends from the groove 38 into thebore 35.

Within the chamber 26, an upstanding sleeve 40 is provided, said sleevebeing formed integrally with and extending upwardly from the upper endof the body l9, and having its open upper end terminating in ahorizontal plane substantially flush with the upper surface of the coverplate 23. A circular diaphragm M overlies the chamber Zliand the openupper end of the sleeve to, a suitable apertured retaining plate d2engaging the marginal portion of the diaphragm ll and securing the sameto the cover plate 23. As

shown in Fig. 8, the diaphragm extends, en-' tirely across the upper,portion of the chamber 26 and encloses the same.

, A finned diaphragm plunger d3 is disposed within the bore of thesleeve 49 and engages the ing -36 extends laterally into the lower endof the 7 body l9 and communicates with the passage 45,

while a suitable pipe 41 is connected between the opening 46 and theopening 18 of the boss H for conducting the water or other fluid fromthe metering device to the engine intake stack.

In the operation of the device, water or other 'fiuid flows from thestorage tank 32 through.-

The float Zll controls the action A second annular the float 29 has beenraised sufficiently to close the valve 3| and to prevent further flow offluid.

Of course, as fluid is withdrawn from the reservoir 28, additional fluidwill enter through the valve 3|. by reason of the lowering of the float29. With water standing at the level L, the groove i 34 is completelysubmerged, and water may readily pass thereto through a cylindricalstrainer or screen 48 which encompasses the entire upper portion of thebody [9. Of course, the water will rise within the passage 35 until itis at the same level as the water surrounding the upper portion of thebody I9, but there will be no tendency for the water to rise furtherthrough a siphoning or condensation action by reason of the air vent V39 which tends to equalize pressures within and without the passage 35.

When the engine to which the device is connected is not in operation,

1 the spring 44 will function to force the diaphragm 4| upwardly fromengagement with the upper open end of the sleeve 48, and there will befull communication between the passage 35, through the bore of thesleeve 40 and the passage 45, and

i the conduit 47, to the interior of the intake stack I0. As soon,however, as the engine is started, a

reduced pressure is exerted within the engine intake stack due to therestriction of the throttle valve, and this reduced pressure will drawthe diaphragm 4| downwardlyonto the sleeve 4D,

compressing the spring 48 and closing off the path 7 of communication'tothe engine intake stack from the passage 35. During normal operation ofthe engine, the device will remain in this condition,

and will not commence its" metering function absolute manifold pressureof the engine increases as the engine is progressively loaded, or

stated in another fashion, the vacuum exerted within the intake manifolddecreases as the engine is loaded. The effect of this increasing pressure or decreasing vacuumis to reduce the force holding the diaphragm 4|engagement with the open upperend of the sleeve 48 until a point 15reached at which such force is insufiicient, to

overcome the strength of the spring 44, and the diaphragm commences tomove upwardly away from the open upper end of the sleeve 4!]. The

manifold pressure is still below atmospheric pressure at this point, andthere will be exerted now through the sleeve it! a suction or reducedpressure which will be communicated to the chamber 26 and the passageWhen this occurs, water rises throughthe passage 35 and is drawn throughthe sleeve 413 into the intake stack to provide the desirable andbeneficent results characteristic of water injection in an internalcombustion engine. As the engine load increases and decreases in thernaximum loading range, the position of the diaphragm M will shift withrespectto the sleeve 4!} to provide 'a correspondingincrease or,decrease in thequantity of water or other fluids supplied through thepipe 41 and to vary or meter the water injection phenomena in accordancewith the degree of loading of the engine. As soon as the engine load isreduced below, the maximum range, the dia-:

phragm will seat fully upon the sleeve and all wa e injection wi11cease.. At. this point, the

equalizing air vent 39 allows the'water within the passage 35 to returnto"its=normal level. It isalso to be pointed out that the airvent 39functions during the metering operation to introduce a small stream ofair into the column of fluid within the passage 35 and to aerate orlighten the same so that it is more readily drawn into the bore of thesleeve '40 by the reduced pressure present in the engine intakemanifold. Further, the needle valve 3'6 may be suitably adjusted toregulate and control the flow of fluid from the reservoir 28, but oncthis needle or metering valve is adjusted for a particular engine, nofurther manipulation is normally required.

The operation of the device is illustrated graphically in Fig. 12 of thedrawings, line A representing the decreasing manifold vacuum which isencountered as an engine is loaded progressivel-y from zero to onehundred per cent. .As indicated by the line B of the graph, thediaphragm'i may first unseat from engagement with the sleeve 40 at abouta ninety per cent engine' loading, and an increasing vacuum wil1 becommunicated to the chamber 2 6 as the. engine loading progresses fromninety per cent to one hundred per cent. This is true, because thediaphragm 4! does not move suddenly and completely from engagement withthe sleeve 40, but instead, moves graduallytherefrom under the force ofthe spring 44 and as the suction exerted by the engine within the boreof the sleeve 43 decreases. "This suction reaches a minimum at onehundred per cent engine loading and the movement of the diaphragm fromthe sleeve 40 reaches a maximum at the same point. As indicated in thegraph, at this point, the manifold vacuum and the vacuum within thechamber 26 are the same. i

It is apparent from the foregoing that this water metering and injectiondevice functions only in the heavy loading range of an engine, at

a time at which increased power or apparently increased octane rating ofthe fuel is required. It is thus possible to use in an engine a fuel ofa lower octane rating than that for which the en- .gine was designed.This is true because it is only under'heavy load conditions thattheoctane rating of 'an engine fuel becomes extremely critical andbecause'the present device, under such conprovides an apparent increasein the octane rating of the fuel. As is well known, water injection alsoprovides an increment of power when used in an engine burning fuel ofthe proper or design octane rating.

It is to be noted that the passage 35 is located in the center of thehousing or bowl 2|, and hence that tilting of the injection device willhave no perceptible effect upon the operation of the mech-' anism sincethe level within the passage 35 will remain substantially constant atall times. It is further to be noted that the device is extremely simpleand rugged in construction and is free of 1 extremely critical or minutepassages through means of bolts or other fastening means 55 and'extendstransversely across the-enclosure formed f.

. within the sleeve 59.

'.tle valve 58 downstream of said section. boss 62 is connectedto theintake stack down- -in the bore 64 is lower than the pressure in the bythe interiors of the bowl 50 and the cap 53, I

dividing said enclosure into an upper chamber C and a lower chamber D. Ascrew-threaded opening 56 is provided in the cap 53 to furnishcommunication to and from the chamber C.

Similarly, a boss extends laterally from one side wall of the bowl 50and is provided with an axial passage 58 through which communication ishad with the chamber D.

An annular sleeve 59 is formed integrally of the lower wall 65 of thechamber 50 and extends upwardly therefrom axially of the chamberD tovthe underside of the diaphragm 54. The upper extremity of the sleeve 59forms a circular or annular valve seat 5! which receives the centralportion of the diaphragm 55, the latter functioning in conjunction withthe seat 5! as a valve member or valve core. .A screw-threaded boss 52extends downwardly from the bottom wall 69 of the bowl 50 in alignmentwith the sleeve 54, and an axial passage 53 extends through the boss 52in com-- munication with a counterbore 64 provided In one form of theinvention, a suitable coiled spring 55 is disposed within thecounterbore 54 so as to urge the central portion of the diaphragm 54constantly upward from engagement with the valve seat 5!.

InFig. l of the drawings, the valve is shown in a'sirnple connectionalrelationship with the intake stack 55 of an internal combustion engine,the stack having a Venturi section 61 and a throt- The stream of thethrottle valve by a suitable conductor 59, while a pipe Ill leads fromthe boss 5'! to a source of whatever material is to be metered into theintake stack. The upper opening 55 may be exposed to the atmosphere, maybe connected into the intake stack 55 upstream of the venturi S1, or maybe connected at a point slightly down-1 stream of the throat of theventuri 51!, as shown in Fig. l by the conductor H. In each case, the

pressure existent within the intake stack or the engine manifolddownstream of the throttle valve .will be communicated to thecounterbore 55, a;

constant or varying pressure will be communicated to the opening 56, andthe pipe will be connected to a source of fluid supply, said sourcebeing under a slight or appreciable pressure, but in any event,'being ata pressure greater than the vmaximum pressure existent in the pipe 55over therange of pressures for which the valve is required to operate.In the case of internal combustion engines, this will be the maximummanifold pressure achieved, but it is obvious that the valve may also beapplied in instances in which the pressure exerted through the conductor69 not only equals the pressure exerted through the pipe '55 but exceedsthe same. Of course, in the latter case, flow to and through theconductor 59 i will cease.

Although in actual use, the'position oi'the valve shown in Fig. 2 wouldnever be obtained, the same has been included to show clearly thestructure of the valve. When the valve is not operating, and thepressures in the chambers C and D .are equal, the spring 55 will, ofcourse, push the diaphragm upwardly from and oil of the valve seat 5!.When, on the other hand, the pressure chamber C and the pressuredifferential is suf- -ficiently high, the diaphragm will be held inengagement with the valve seat 6!, but at the same time, the marginalportion of the diaphragm may 7 be bowed pr dished downwardly into thechamber D, somewhat in the fashion shown in Fig. 3.

As the pressure differential across or between the pressure differentialfurther decreases, the

. ly to a decreasing suction (or increasing absolute creasing amounts ofa fluid to the suction zone.

.20 When the valve reaches its fully opened position,

' parent that there will be a relatively critical' diaphragm movesprogressively further from the valve seat 6!, as shown in Figs. 4 and 5,increasing the displacement of the diaphragm from the.

valve seat and increasing the flow 'from the chamber D into thecounterbore 54 and the passage 63. Thus, the diaphragm type Valveperforms the unique function of responding directpressure) 1 to openprogressively and meter inshown in Fig. 5, the pressure within thepassage 53 will be approximately the same as the pressure of the fluidbeing supplied to the chamber D, there, of course, being a smalldifferential to maintain the flowof fluid. At higher values of vacuum orsuction, however, the valve will be par tially closed so that the flowto the counterbore 6 5 from the chamber D is restricted and a smallerquantity of fluid is caused to flow. There is thus provided an extremelysimple and inexpen-- sive valve which functions in response to a de-'creasing suction to give a result normally expected from an increasingsuction.

As stated hereinbefore, the valve is subject to considerable variationin that the opening 55 maybe exposed to the atmosphere so that thepressure in the chamber C remains constant, it may be connected to theintake stack 58 so that the pressure within the chamber C variesslightly with the velocity of flow through said intake stack but variesonly over a relative small range, or it may be connected to the throatof the venturi 5i so as to respond noticeably to the velocity of flowthrough said venturi and so as to vary the pressurewithin the chamber Cover considerable ranges.

As illustrated in Fig. 7 of the drawings, the spring may be omittedentirely, and theopening 55 connected to the throat of the venturi 5?through the conductor TI to provide a properly varying pressure in thechamber C to biasthe diaphragm 54 in the manner desired. It is knownthat as the flow of air through a venturi is increased, the pressure atthe throat of the venturi is decreased, and hence, the latterarrangement provides for a decreasing pressure within the chamber C asthe flow of air through the venturi Bl is increased. The flow of airincreases as the throttle valve 68 is opened and therefore as themanifold pressure increases, and it is appoint at which the reducedpressure acting upon the upper side of the diaphragm5l will besufficient to overcome the suction being applied to that relativelysmall area of the underside of the diaphragm exposed within the valveseat 5!, and at this point that the diaphragm will begin to move fromengagement with the seat 5!. The movement of the diaphragm orthe openingof the valve continues progressively in a metering fashion as thepressure in the chamber C is further reduced and as the suction exertedthrough the passage 63' is likewise decreased.

A further alternate or modification which may be employed involves theconnection of the opencombustion engine.

me so to'the throat brine venturi-Gl as described hereinbefore, coupledwith the simultaneous use of a spring similar to the spring 65butsomewhat less in strength. Inthis form of the invention, which may beconsidered as being illustrated in Figs. 1 and 2, the decreasingpressure in chamber C'functions in conjunction with the reduced forceexerted by the spring 65, and thetwo together control the movement ofthe diaphragm is applied 54 as a decreasing suction or vacuum throughthe passage 63.

It has been found that the characteristic operation of this valve may bevaried over a considerable range by variation. of the diameter of seat61 or the area of the diaphragm exposed through said seat to the passage63. Thus, the ratio of the areas of the diaphragm exposed to the variouspressures may be altered at will by enlarging or reducing of the areaencompassed by the valve seat 6|, and the valve maybe caused to'functionat desired points and to meter flow;

after opening, in a desired fashion. If the area encompassed by thevalve seat 6| is relatively.

small as compared to the area exposed to the chamberC, and a relativelyheavy spring 65 is employed, the .valve'will open at a somewhat higherpressure differential than would be the case if a relatively weak springis employed. Similarly, if the ratiobetween theexposed areas of thediaphragm is somewhat smaller, the valve will not open until thepressure differential is very small. Hence, it is apparent that the.functioning or operation of the valve may be varied i to a considerableextent both by varying the area of the diaphragm surface enclosed by thevalvev seat GI, and by varying the strength or nature of the spring 65.

While the structure and operation of the valve has been describedrelatively generally, it has been found that the valve is particularlyadapted for usein devices carbureting fuel'gas to an internal combustionengine. In this application, the pipe 10 may be viewed as beingconnected to a source of fuel gas under a slight pressure, and that thepassage 63 is connected directlyor indirectlyto the intake manifold ofan internal Under these conditions, the absolute pressure within thepassage 63 will increase as the throttle valve 68 is opened and as theengine is progressively, loaded toward 100% loading. At'a pointpredetermined by the design of the valve and dependent upon the relativeareas of the diaphragm exposed to the chamber C and enclosed within thevalve seat 6|, along with the strength of the spring 65, the diaphragmwill begin to move from the valve seat 6| permitting the flow of fuelgas from the chamber D through thepassage 63 to the intake manifold ofthe engine. As an example, such'iiow might be initiated at a 90% loadingof the engine, at a 95% loading, or at any other desired point. As theloading of the engine progresses above the initial point, the manifoldpressure will continue to increase (orthe suction or vacuum willdecrease), so that the spring 65 moves the dia-' phragm 54 further fromthe valve'seat 6| and provides for a greater flow .of fuel gas to theintake manifold, thus further enriching the fuel mixture.This'progressive enriching continues through the opening 56 by reason ofthe increasing flow through the venturi functioning to apply anincreasing upward thrust to the diaphragm 54 and providing the samevalving and metering action. 7

The foregoing description of the invention is explanatory thereof andvarious'changes in the size, shape and materials, as well as in thedetails of the illustrated construction may be made, within the scope ofthe appended claims, without departing from the spirit of the invention.

What I claim and desire to secure by Letters Patent is:

1. In an internal combustion engine fuel supply system of the classwherein a fuel and air mixture is drawn into theengine intake manifoldthrough an engine intake stack having a throttle valve therein, .thecombination with the intake stack of a metering valve having a housing,means placing the housing in communication with a source of a fuelsupplement, a conductorleading from the intake stack between thethrottle valve and. the intake manifold into the housing and having anopening in' the housing, a valve seat surrounding the opening, aflexible disk-like valve closure having one side closing one side of thehousing and engaging the valve seat, and means biasing the valve closureaway from the valve seat.

2. In an internal .combustion engine fuel supply system of the classwherein a fuel and air mixture is drawn into the engine intake manifoldthrough an engine intake stack having a throttle valve therein, thecombination with the intake stack of a metering valve having a housing,a pipe leading from the interior of the housing to a fuel supplementsupply, a conductor extending into the housing and having an openingexposed therein, a valve seat surrounding the opening,

said conductor being in communication with the: 7

engine intakemanifold, a diaphragm having one side closing one side ofthe housing and engaging the valve seat, and means biasing the diaphragawayfrom the valve seat.

' SAM P. JONES.

References Cited in the file of this patent UNITED STATES PATENTS NumberName 1 Date 1,239,929 -Mecham Sept. 11, 1917 1,781,356 West NOV. 11,1930 1,908,400 Bragg May 9, 1933 2,000,002 'Stockmeyer Apr, 30, 19352,192,042 Hoffmann Feb. 2'7, 1940 2,441,301 Waag May 11, 1948 2,493,808Garrigus Jan. 10, 1950 74 Anderson July 4, 1950 2,564,133 Stadler Aug.14, 1951

